Means for automatically stopping railroad-trains.



No. 788,774. I PATENTED MAY 2, 1906. R. A. JOHNSTONE. MEANS FOR AUTOMATICALLY STOPPING RAILROAD TRAINS.

APPLICATION FILED MAR.17, 1904.

SHEETS-SHEET 1.

INVENT OH.

mama.

PATBNTED MAY 2, 1905.

R. A. JOHNSTONE. MEANS FOR AUTOMATICALLY STOPPING RAILROAD TRAINS.

APPLIOATION TILED MAR. 17, 1904.

4 SHEETS-BHBBT 2.

WITNESSE INVENT O H:

No. 788,774. PATENTED MAY 2, 1905.

R. A. JOHNSTONE.

MEANS FOR AUTOMATICALLY STOPPING RAILROAD TRAINS.

APPLIOATION FILED MAR.17, 1904.

4 SHEETS-SHEET a.

fig. 5.

INVENTOH:

No. 788,774. I 'PATENTED MAY 2, 1905. R. A. JOHNSTONE.

MEANS FOR AUTOMATICALLY STOPPING RAILROAD TRAINS. APPLICATION FILED MAR. 17, 1904.

4 SHEETSSHEBT 4.

4H FIT I F INVEN TOH Patented May 2, 1905.

PATENT OFFICE.

ROBERT A. JOHNSTONE, OF NEI/V YORK, N. Y.

MEANS FOR AUTOMATICALLY STOPPING RAILROAD-TRAINS.

SPECIFICATION forming part of Letters Patent N 0. 788,7; 4, dated May 2, 1905.

Application filed March 17,1904. Serial No. 198,575.

To all whom it nuty COMO/77L.

Be it known that I, ROBERT A. JoHNs'roNn, a citlzen of the Dominion of Canada, residing at Kingsbridge, New York city, State of New York, have invented a new and useful Improvement in Means for Automatically Stopping Railroad-Trains, of which the following is a specification.

This invention relates to means for automatically stopping railroad-trains in order to prevent collision between the same when running either in the same or in opposite directions on the same track with each other.

One object of my invention is to provide mechanism whereby a moving train is automatically stopped before it shall have arrived within a dangerous proximity to a preceding train or to an approaching train, both being on the same track.

I am aware that various signal arrangements and other safety devices of like character have been invented and that many of these are in common use. Such devices, however, are not automatic, but depend for their operation on the care and watchfulness of the engineer in charge of the train. so that in spite of all such precautions accidents often happen i from no other cause than the small percentage of error always present where dependence must be placed 111 part on a human agency.

In view of this fact and to overcome this difficulty l have provided a means for stopping a train under circumstances above set forth which is not only operated independently of thedevices under control of the engineer for effecting such result, but is also operated in spite of any manipulation of the usual control devices, such as the throttle-valve lever and the air-brake lever. The result effected by my invention is also coextensive with that which may be accomplished by the engineer directly, for I provide automatic means for operating the air-brakes of the train at the same time that the steam is shut off from the steam-chests of the locomotive.

It will be observed as this specification proceeds that l have invented a mechanism of this character which is not only thoroughly practical, but is at the same time comparatively simple in construction and cheap of manufacture. These advantages result to some extent from the fact that the device is directly appli cable to the so-called block-signal system now in use on a large part of the railroad systems. The same electric current which operates such a system is also applicable for controlling my mechanism.

With these and other objects in view my invention consists of the construction, arrangement, and combination of parts hereinafter fully described, illustrated in the accompanying drawings, and pointed out in the appended claims. At the same time I desire to reserve to myself the right of protection for such matters as fairly come within the scope of my claims, as I am aware that many changes might be made in the mechanism without departing from the spirit of the invention or sacrificing any of the advantages thereof.

In general my invention consists of a tripping-shoe mounted alongside of the track at a suitable distance from the entrance to a succeeding block of the railroad and adapted to be elevated into the path of a circuit-closing shoe carried by a moving train by means of the core of a solenoid, when the latter is energized by the current flowing in the succeeding block to which such solenoid is connected, said current flowing on the closing of the circuit due to the presence of another train in such succeeding block. In case said trippingshoe is thus elevated the circuit-closing shoe of the following train provided with my invention will be actuated and will close a circuit on said train, (preferably on thelocomotive and tender,) which circuit Will remain closed till manually broken. In this circuit, connected in parallel, are an electromagnet, which is adapted to operate indirectly the steam-closing valve, a solenoid for operating through my especially-arranged valve the airbrakes on the train, and a second solenoid for operating the release-valve for resetting the mechanism to its normal and inoperative position on the breaking of the train-circuit by means of aswitch.

In the'drawings, Figures 1 and 1 together represent a side elevation of the rear of a preceding train and a locomotive following the same in a preceding block and equipped p the opposite end from the part 19.

with my invention, the latter about in position to be operated, certain parts of the track and of the trains being broken away. Fig. 2 is an enlarged side elevation, partly in section, showing the tripping mechanism in the position illustrated in Fig. 1. Fig. 3 is an enlarged sectional view of the tripping-shoe, taken on line 3 3 of Fig. 2. Fig. 4 is an enlarged central longitudinal vertical section of the steam-closing valve, its magnet being shown in elevation. Fig. 5 is an enlarged horizontal section of my improved T-head valve, taken on line5 5 of Fig. 1. Fig. 6 is an enlarged sectional view of the release-valve similar to Fig. 4. Fig. 7 is a diagrammatic view of the connections of the train-circuit. Fig. 8 is a plan of the road-bed and track, showing the relative position of blocks and of my tripping-shoes, parts of the track being broken away. Fig. 9 is a plan similar to that shown in Fig. 8, but illustrating a modification of my invention adapted to a singletrack railroad.

Referring in detail to the drawings, wherein similar numerals indicate similar parts throughout the views, 10 represents one of the rails of the track, shown as broken away at 11 and 12, whereon is the rear of a preceding train 13 in ablocksay 14. Following this train is another train, whose locomotive 15 is equipped with myinvention. The latter train is in ablock-say 16immediately preceding block 14, the division between which blocks is shown at 17. Atasuitable distance to the rear of 17 I provide a tripping apparatus consisting of a base 18, supported in any convenient manner, as by the ends of the ties parallel to and outside of the rail, and at such a distance from the latter that the tripping-shoe will be directly beneath the circuit-closing shoe on the locomotive. Base 18 toward one end carries a vertical member 19, at the top of which is pivoted at 20 the tripping-shoe 21. Said shoe 21 is T shape in cross-section and curved substantially as shown and is so mounted that a portion 22 is adapted to be elevated somewhat above its normal position by means of the core 23 of a solenoid 24, mounted on base 18 near The core is pivotally fastened at its upper end to the shoe at 25. This solenoid is connected, by means of the short conductors 26 and 27, to therespective rails in the next block 14, in which the rails carry a current generated from the block-tower for such block or from the tower controlling two consecutive blocks. It is at this point, it will be observed, that I make use of the current in the block system already installed on a large part of the railroads and to which roads my invention is peculiarly applicable without much expense.

Inasmuch as the construction and operation of such block-signal system is familiar to those skilled in the art to which this application pertains and since I make no claim to such block-signal devices as such, further description of the same is not thought to be necessary. It is here assumed that the railroad is a plural-track road, whereon all trains running on the same track move in the same direction; but, as seen later on, my invention is also adapted to single-track roads.

On the pony-truck of the locomotive 15 and outside of the wheels I provide any suitable retaining-bar, such as 28, which may have its ends carried by the ends of the axle, as shown. Near the front end of this bar is fastened the front end of the circuit-closing shoe 29. shoe 29 is a spring-bar, curved downwardly toward the rear for about one-half of its length and then curved upwardly to its rear end, which is provided with an aperture 30, in which a headed bolt 31, fastened to bar 28 thereabove, is adapted to slide, so that this end of the spring has a limited vertical movement, its normal position being at the lowest point of its movement.

At the middle lower part of shoe 29 I mount a plunger 32 in any convenient way, which extends upwardly into a cylindrical or otherwise-formed block 33, composed of vulcanite, red fiber, or any insulating material, which block is mounted on bar 28 near its center. From opposite sides of said block terminals, such as brass pins 34 and 35, project through to the hollow interior and on their inner ends carry spring-conductors 36, normally projecting into the path of plunger 32. This plunger has a ring 37, of conducting material, such as brass, seated upon it at such a point that when the plunger is in its lower normal position the ring is below and out of contact with the springs 36, but when elevated the ring contacts with the springs and closes their circuit. In order that the plunger 32 may not normally close the train-circuit, I have shown an insulating-ring similar in form to ring 37 and mounted on the plunger just above said ring, or I may simply make depressions in the plunger at the points where the springs 36 would contact therewith in its normal position. Plunger 32 also has an extended portion 38, which acts as the core of a solenoid 39, mounted on the top of block 33. The circuit of this solenoid through terminals 40 and 41 is connected in the circuit of the terminals 34 and 35, as will be later shown, so that the solenoid is energized when the ring closes said circuit and lifts and retains the plunger in its elevated position till the circuit is broken.

At any suitable point, as 42, I tap the boiler by a pipe 43, the flow of steam in which is controlled by an ordinary valve 44 in the cab. Pipe 43 may be curved downwardly and run parallel to and beneath the running-board of the locomotive. At any convenient point along this pipe I insert a valve 45, having a valve-seat 46, against which the valve-piece 47 is adapted to seat. This member 47 is mount- This 7 ed on the lower end of a sliding stem 48, the upper end of which is pivotally connected at 49 with the end of a lever 50, which is in turn pivoted at a point 51 short of its center to an upright 52, suitably mounted on the pipe-section 53. The other end of lever acts as the armature of the electromagnet 54, like wise mounted on pipe 53 and having its terminals 55 and 56 connected in parallel in the train-circuit, so that the current therein operates the valve and allows steam to pass through the same when the magnet is energized. This steam-pipe 53 is eXtended,by means of the pipe 57, to the smoke-box and there connects with my improved T-head 58. Opposite to the steam-entrance 59 from the throttle to the usual T-head 60 I attach a supplementary piston-chamber 61, having a member 62, partly cylindrical, which fits the front of the T-head, to which it is clamped by suitable bolts. To the front of this chamber 61 the pipe 57 is connected, and mounted to slide longitudinally in said chamber is a piston 63, having a piston-rod 64 extending rearwardly through the opening 65 into the T-head. In order that steam may not reach therear of the piston, I provide the packing 66 about rod 64, and said packing is held in place by a suitable plate, as 66, clamped thereagainst by the bolts, which retain the member 62. Any desirable vent or relief openings, as 67 may be formed in the bottom of the piston-chamber to the rear of the piston in its rearward position. On the rear end of this rod 64 is mounted a valve 66, adapted to seat against a valve-seat 67, formed in the T-head, which valve is adapted to close the steam-entrance from the throttle. The area of the pressure side of valve 66 is slightly less than the area of piston 63, so that by means of a differential pressure the steam when it passes through pipe 57 will operate to close valve 66 and prevent steam passing through the exits 68 of the T-head to the respective steam-chests.

For operating the air-brakes on the train at the same time I tap the train air-pipe on the'train side of the engineers valve by means of the joint 69, leading from which is a pipesection 70. On this section is a valve 71, leading to the atmosphere and controlled by an electromagnet 72, mounted on said pipe 70, both valve and electromagnet being constructed and adapted to operate in the same manner as valve 45 and its electromagnet above described, so that I do not deem a more detailed description of the same necessary. Terminals 73 and 74 of said electromagnet 7 2 are joined in parallel to the train-circuit. suitable battery 75, having terminals 76 and 77, is provided to generate the current for the train-circuit, and this is preferably carried in the tender.

After the stopping mechanism above described has operated to stop the train I provide the following means for restoring the parts to their normal position: In the cab is arranged any suitable form of switch, such as a knife-switch 78, adapted to be operated manually to break the train-circuit. Again, I tap the steam-pipe 53, or I may tap its extension, pipe 57, it only being necessary that I do so at some point, as 79, forward of the valve 45. A short section 80 leads therefrom to a valve 81, whose outlet is joined to a short pipe-section 82, suitably secured in place and leading to the atmosphere. Valve 81 is provided with a valve member 83, its valve-seat 84, and stem 85, the latter being pivotally connected at its upper end to an end of lever 86. The latter is in turn pivoted short of its middle point to the top of a bar 87, mounted on the pipe 82. The other end of lever 86 is pivotally connected to the upper end of the core 88 of the solenoid 89, mounted also on pipe 82. The terminals 90 and 91 of this solenoid are joined in parallel to the train-circuit, so that when a current is flowing the valve is closed; but when the circuit is broken by the operation of switch 78 the valve is opened, and the steam in pipe 57, which has been pressing against the forward end of piston 63, is released and escapes to the atmosphere.

The wiring on the locomotive may be located in any suitable position, as beneath the running-board, so long as the connections are made as above set forth. (See also Fig. 7.)

In Fig. 9 I have shown a modified form of arrangement for the tripping devices, so as to adapt my invention to a single-track system where trains run in both directions on the same track. In this case I place tripping devices on the other side of the track also and in the same position relative to the direction of the trains motion. The same block-current is also used; but the two tripping devicesone just beyond. the ends of each block for controlling a train about to enter said block from either directionare joined in se ries with the current therein by the use of a single additional conductor 92, all as plainly shown in said Fig. 9.

No change is necessary in any of the de vices on the train, the locomotive whereof in each case carries but a single circuit-closing trip, placed in the same position.

The operation is as follows: If there is a train 13 in block 14 when locomotive 15 approaches said block, the circuit therein will be closed, and tripping-shoe 21 is elevated into contact with the shoe 29 on the locomotive, which forces plunger 32 upward, thereby closing the train-circuit. Thereupon valve 81 is closed and valve 45 opened, allowing steam to pass to the front of the T-heaol and close valve 60, thereby shutting the steam off from the cylinders, and through valve 71 the air-brakes are at the same time set. The restoring operation is started by the breaking of the circuit by the switch, whereupon valve 45 is closed by the pressure of the steam from behind it, and valve 81 is opened, allowing the steam behind piston 63 to escape to the atmosphere, and valve 66 is withdrawn from its seat. Valve 71 for the air-brakes is at the same time or subsequently closed by the airpressure from behind it.

It will be observed. that the various stopping devices described are operated directly by electricity as opposed to mechanical means, due to which method of operation I secure an important resultviz., the opportunity of separating the individual devices and locating them independently of each other, fitting them into places on the locomotive most convenient for them and in such a manner as to interfere in no way with the present arrangement of the parts of a modern locomotive.

WVith but slight modifications it is evident that my device is equally adapted for automatically stopping trains operated by electricity, compressed air, or other source of power, and I do not wish to limit myself to an application thereof to a train operated by steam.

What I claim is 1. In a railroad system, means for automatically stopping a moving train, comprising in combination a valve for closing the steampassage to the cylinders on the locomotive of said train, a valve for opening the train-pipe for operating the air-brakes, electric means for operating said valves, a circuit-closing shoe, and a movably-mounted tripping-shoe on the road-bed adapted to be projected into the path of the circuit-closing shoe by another train on the same track, substantially as set forth.

2. In a railroad system, means for automatically stopping a moving train, comprising in combination, a valve located on the cylinder side of the throttle-valve for closing the steampassage to the cylinders of the locomotive of said train, a valve located on the train side of the engineers air-brake valve for opening the train air-pipe and electric means controlled by another train on the same track for operating said valves.

8. In a railroad system provided with block divisions, the rails of each of which constitute an electric circuit adapted to be closed by the passage of a train thereover, the combination of electrically-operated stopping devices including a circuit-closing shoe, carried by a train approaching a block, and a tripping-shoe movably mounted adjacent to the path of said circuit-closing shoe and beyond the end of said block and adapted to be operated by the current therein as set forth and for the purpose described.

4:. In a railroad system provided with block divisions, the rails of each of which constitute an electric circuit adapted to be closed by the passage of a train thereon, stopping devices carried by a train approachnig a block, comprising a valve for closing the passage for the steam to the cylinders ofethe locomotive of said train, a valve for opening the train-pipe of the air-brake, electric means controlled by a circuit closing shoe for operating said valves, said circuit-closingshoe, and in combination therewith, a tripping-shoe mountedin the path of said circuit-closing shoe and beyond the end of said block and adapted to be operated by the current therein, as and for the purpose described.

5. In a railroad system provided with block divisions the rails of each of which constitute an electric circuit adapted to be closed by the passage of a train thereover, stopping devices carried by a train approaching a block, comprising a valve located on the cylinder side of the throttle-valve for closing the passage for the steam to said cylinder, a valve located on the train side of the engineers air-brake valve for opening the train air-pipe, electric means controlled by a circuit-closing shoe for operating each valve, said circuit-closing shoe, and in combination therewith, a tripping-shoe mounted in the path of said circuit-closing shoe and beyond the end of said block and adapted to be operated by the current therein, as and for the purpose described.

6. In a railroad system, means for automatically stopping a moving train, including a valve for closing the passage for the pressuresupply to the locomotive-cylinders, in combination with mechanism, under the control of another train on the same track, for utilizing said pressure-supply to operate said valve, substantially as set forth.

7. In a railroad system, means for automatically stopping a moving train, comprising in combination, a valve for closing the passage for the pressure-supply to the locomotive-cylinders, and means, under the control of another train on the same track, for conducting said pressure supply against a surface of greater area than the said valve and connected therewith to operate the valve, substantially as described.

8. In a railroad system, means for automatically stopping a moving train, comprising in combination, a valve located on the cylinder side of the throttle-valve for closing the steampassage to the cylinders of the locomotive of said train, a piston and cylinder for operating said valve, a steampipe leading from the boiler to said last-mentioned cylinder, a second valve located in said steam-pipe, and electric means, controlled by another train on the same track for operating said last-mentioned valve.

9. In a railroad system, means for automatically stopping a moving train, comprising in combination a valve located on the cylinder side of the throttle-valve for closing the steam passage to the cylinders of the locomotive of said train, a piston and cylinder for operating said valve, a steam-pipe leading from the boiler to said last-mentioned cylinder, a second valve located in said steam-pipe, electric means controlled by another train on the same track for operating said last-mentioned valve, together with means for releasing the pressure against said piston.

10. In a railroad system, means for automatically stopping a moving train comprising in combination a valve for closing the passage for the pressure-supply to the locomotive-cylinders, a cylinder and piston for operating said valve, a pipe leading from said pressuresupply to said last-mentioned cylinder, a normally closed valve in said pipe, a second normally opened valve leading to the atmosphere from said pipe on the cylinder side of said last-mentioned valve, a valve For operating the air-brakes, an electromagnet for operating each valve, said magnets being joined in a circuit having a normally controlled breaker and a closer controlled by another train on the same track.

11. Means for automatically stopping a moving railroad-train, comprising in combination the following elements: stopping devices carried by the train, a normally open electric circuit on said train for operating said devices when closed, acircuit-closer controlled by another train, on the same track and comprising a shoe, a conducting-plunger carried thereby and having a non-conducting portion, terminal pins in said circuit normally bearing against said non conducting portion, but adapted on movement of the plunger to contact with the conducting portion to close the circuit.

12. Means for automatically stopping a moving railroad-train, comprising in combination the following elements: stopping devices on said train, a normally open electric circuit for operating said devices when closed, a circuit-closer adapted to be actuated by another train on the same track, and an electromagnet in said circuit for retaining said circuit-closer in closed position.

13. Means for automatically stopping a moving railroad-train comprising in combination the following elements: stopping devices carried by the train, a normally open electric circuit for operating said devices When closed, a circuit-closer controlled by another train on the same track and consisting of a plunger having a conducting and a non-conducting portion, terminal pins in said circuit adapted to contact with the non-conducting portion on open circuit and with the conducting portion on movement of the plunger in one direction, said plunger having an extension forming the movable core of an electromagnet in said circuit for the purpose described.

In ,witness whereof I have hereunto aiiixed my signature, in the presence of two Witnesses, on this 15th day of March, 1904.

ROBERT A. JOl-INSTONE.

Witnesses:

H. W. STACY, GEO. A. BARRUS. 

